Common operating environment for aircraft operations with air-to-air communication

ABSTRACT

A common operating environment (COE) display system for vehicle operations, such as for air transport provides coordination of logistics information with dispatch or a controller. An operational plan, such as a flight plan or other operational plan describing vehicle deployment is stored, and a map visualization system displays a map region. An in-vehicle display depicts the operational plan, providing displays of current and projected operational conditions of the vehicle within different time phases of the operational plan. Communication as either text or other data allows transmission can be performed as text, attachments or a combination of text and attachments. Messages (text) and attachments (files) are exchanged only through the server, and the items exchanged are recorded for analysis and forensic purposes.

RELATED APPLICATIONS

The present patent application is a continuation of U.S. patentapplication Ser. No. 15/336,411, filed 27 Oct. 2016, now U.S. Pat. No.9,672,747, which claims priority to U.S. Provisional Patent ApplicationNo. 62/246,993 filed 27 Oct. 2015, No. 62/175,659 filed Jun. 15, 2015,and No. 62/180,447 filed Jun. 16, 2015, and is a Continuation in Partapplication of U.S. patent application Ser. No. 15/183,304, filed Jun.15, 2016, now U.S. Pat. No. 9,564,055, which are incorporated byreference herein.

BACKGROUND

Field

The present disclosure relates to visualization and analysis of theatmospheric and operational environment related to aircraft flightoperations with the goal of improving air transport safety and fuelefficiency. The disclosure also applies to other transportationindustries, including marine, land-based and space-based vehicles.

Background

The disclosed technology provides communications and coordination offlight operations between Dispatch and Flight personnel over longdistances, such as across the vast areas of the Pacific Ocean. Onelimitation for operations in remote environments is reliability of thecommunication network, which may be noisy, interrupted or not availablefor extended periods. Another factor which limits communication is theexpense of the communication network, which may be cost prohibitive forhigh bandwidth communication.

Electronic Flight Bag (EFB) equipment is used in cockpits as now allowedby US Federal Aviation Administration (FAA) regulations. The techniquesdescribed herein provide user tracking of long-range air transport andapply to Dispatch and EFB applications, both on the ground and inflight. The Common Operating Environment (COE) approach reduces error ofinterpretation and user workload both on the ground and in the cockpit.The techniques can also be used in Extended Operations (ETOPS, an FAArequirement for alternate landing sites in event of depressurization orengine failure).

One issue with flight plans is that, in many cases, changes in theflight plan must be approved by the controlling authority. In airlineoperations under (US) FAA CFR 14 Part 121, the controlling authoritytypically is a licensed flight dispatcher (“dispatcher”) who is jointlyresponsible with the pilot in command for the operation of the flight.Certain deviations from the original flight plan must be approved by thedispatcher prior to effecting those changes. Another issue is thatinformation kept on board the aircraft, including information stored inan EFB, must be current. Additional information, such as SIGMETs andNOTAMs, must also be current, which is difficult to achieve while inflight.

SUMMARY

A common operating environment (COE) display system for vehicleoperations providing coordination of logistics information amongtransportation elements used in remote operations. The COE has anoperational plan store for storing data for a vehicle operational plansuch as a flight plan or other operational data describing vehicledeployment. A map visualization system has a capability of storing anddisplaying a visualization of a map region. An in-vehicle displaydepicts the operational plan, providing displays of current andprojected operational conditions of the vehicle and its environmentwithin different time phases of the operational plan. The in-vehicledisplay comprises a map visualization output providing saidvisualization of the map region, and is capable of generating anddisplaying a mapped representation of the operational plan and logisticson the visualization of the map. A corresponding display is provided ata controller station, remote from the vehicle.

A synchronization module comprising a data communication portal,provides a capability of providing and receiving updates of theoperational plan. The updates provide changed data to the operationalplan without replacing substantial portions of the stored data for theoperational plan, which allows synchronization of the operational planbetween the in-vehicle display the control facility. This permits acontroller or dispatcher function at a vehicle operations controllerfacility or dispatch controller facility to screen share with thein-vehicle display based on information previously stored, as updated bythe updates.

Operational plan modification may be performed by generating a new ormodified operational plan or modifying the stored data for the vehicleoperational plan. The synchronization module provides the new ormodified operational plan or modifications of the stored data to theremotely located control facility, permitting review of the new ormodified operational plan.

The operator of the in-vehicle display is able to forward communicationof text or other data allows transmission to other vehicles bytransmitting the data to the remotely located control facility, theforwarded communication selectively comprising text, attachments or acombination of text and attachments.

In a further aspect, an in-vehicle display providing a visualizationsystem configured to communicate and synchronize with a remotely locatedcontroller. The in-vehicle display depicts an operational plan,providing displays of current and projected operational conditions ofthe vehicle within different time phases of the operational plan. A mapvisualization output is used to provide visualization of the map region,and is capable of generating and displaying a mapped representation ofthe operational plan on the visualization of the map. The in-vehicledisplay acquires a route or flight track as a focus object, and at leastone predicted object or occurrence as a predicted focus object. Thefocus object information is used to display the focus objects andsubdivide each focus object into a plurality of object components. Atransparent interface is used to calculate coordinates of components ofthe focus object in a coordinate system of the visualization system. Thefocus object is mutually shared by the visualization system and theinterface. Coordinates of a point of interest (POI) are received andused in a projection of the visualization system. The POI is projectedin a selected point of view (POV) using the calculated coordinates andthe received coordinates of the POI in the projection of thevisualization system of N-dimensional features in the visualization,independent of user point of view and time-adjusted according to currentand predicted flight status along the flight track and adjusted by time.

BRIEF DESCRIPTION OF THE DRAWINGS

The patent or application file contains at least one drawing executed incolor. Copies of this patent or patent application publication withcolor drawing(s) will be provided by the Office upon request and paymentof the necessary fee.

FIG. 1 is a depiction of a tablet computer displaying a geobrowser.

FIG. 2 is a schematic diagram showing a cockpit interactive device (CID)platform.

FIG. 3 is a representation of a display used on the CID depicting acentral dense overcast (CDO) disturbance.

FIG. 4 is a schematic diagram showing the acquisition of weather andlogistic information, shown with paths to/from multiple external datasources.

FIG. 5 is a schematic diagram showing a “gopher” architecture used forcontinued operations under conditions of occasional connectivity.

FIG. 6 is a schematic diagram showing the “gopher” panel.

FIG. 7 is a schematic diagram of a conceptual view of program componenttransmission to aircraft on a typical flight plan.

FIG. 8 is a state diagram showing communication modes and applicationsrunning during the life cycle of normal aircraft operations.

FIG. 9 is a depiction of a cockpit interface, inclusion in on-board COE,and transmission to ground server for inclusion in mosaic programproducts.

FIGS. 10A-C are schematic diagrams of an EFB basic publishing concept.

FIG. 10A shows a “publishing” linkage. FIG. 10B shows a TechPubs displayused at a dispatcher station. FIG. 10C shows a CID view.

FIGS. 11A-11C are depictions of TechPubs and CIDS “roll-ups”, orscrolled lists providing a uniform color coded status by documentcategory. FIG. 11B depicts a detailed listing for TechPubs, looking atthe “Emergency” category.

FIG. 11C depicts CID document actions in a detailed listing for CIDS,looking at the “Common Manuals” category.

FIG. 12 is a schematic diagram of an EFB publishing protocol a usingsync capability of “gopher” module.

FIG. 13 is a representation of the CID's UI overlaid and connected to ageobrowser providing virtual globe, map and geographical information.

FIG. 14 is a representation of the CID's UI in a state ready forsatellite image animation.

FIG. 15 is a representation of the CID's UI configured to allow GEOnavigation and control (NAV), layer visibility selection (Layers), andanimation (ANI).

FIGS. 16A-E are representations of a primary UI menu for the CID,showing the CID connected to GEO through COM API. FIG. 16A shows a localhigh speed data link such as WiFi. FIG. 16B indicates data transfer orprocessing is occurring. FIG. 16C indicates connection is with arestricted bandwidth link.

FIG. 16D indicates no communication link. FIG. 16E shows a data entry orselection menu. FIG. 16F shows a display control menu. FIG. 16G showsthe menu of FIG. 16F, expanded to show a communication menu.

FIGS. 17A-C are representations of expanded control UI menus for theCID, showing the CID's animation player with expanded controls. FIG. 17Ashows the NAV UI. FIG. 17 B shows a function in which the animationplayer is toggled by selecting the play/pause button. FIG. 17C shows alayers panel in which 4-dimensional layers are selected and selectedlayer visibilities are ON.

FIG. 18 is a representation of an ad hoc UI, showing “ad hoc” filesdownloaded from the Dispatch Operations server.

FIGS. 19A-19C are three frames of the dynamic rendering, it beingunderstood that these figures represent three separate frames of thedynamic display.

FIG. 20 is a representation of a “Draw UI”, which is opened using a“Draw” function when displaying the GEO browser.

DETAILED DESCRIPTION

Overview

The system and method for coordinating logistics information amongtransport elements is designed for exchange of weather, environmental,performance and logistics information between Dispatch and Flightpersonnel for long-haul flight operations over the vast areas of thePacific Ocean. Developed initially to support Hawaiian Airlines DispatchOperations, the system and method disclosed will benefit operations intransportation industries applications beyond commercial aviation,including shipping, land-based vehicular traffic, and space operations.The principal limitations for operations in remote environments arereliability of the communication network, which may be noisy,interrupted or not available for extended periods, and expense of thecommunication network, which may be cost prohibitive for higherbandwidths. The disclosed system and method constrains bandwidth costsby transmitting unique information only once and storing thatinformation on the target computer platform for reuse, keeping thatinformation available for when network connectivity is interrupted orlost. The technique embraces 2-way encrypted transmission ofinformation, allowing transmission to multiple remote platforms from acentral repository, as well as remote platform transmission to a centralrepository for analysis and creation of new composite program products.Logistics coordination is achieved using a suite of interconnected toolssupporting 1) Program product generation, 2) Communication, 3)Monitoring, 4) Measurement, Analysis and Editing, and 5) Display andAnimation using virtual globes or geobrowsers. Any spatial or temporalconfusion when comparing or contrasting data program products iseliminated by displaying and analyzing all data objects in a CommonOperating Environment (COE) using the identical projection. Therecurring data synchronization process reports information from theremote platforms for analysis and generation of derived compositeprogram products on the ground. Such derived program products can beretransmitted to the remote platform as needed for situationalawareness.

“Data” as used herein can comprise digital data, as well as text datasuch as ASCII data and other forms of data which can be either directlyreadable or primarily machine readable.

The disclosed technology provides a Common Operating Environment (COE)capability using 4-dimensional (4-D) geobrowser based software tosupport an Electronic Flight Bag (EFB) solution for commercial airlines.The EFB as specified comprises a best in field Class II EFB which willextend its FAA Advisory Circular AC 120-42 approved Dispatch Operationsto flight crews using mobile tablet devices. The disclosed technology isused to provide existing flight information services to an airlinedispatch operation for integration of weather and flight managementlogistics information in the geobrowser-based COE. The EFB is a4-dimensional time management system for data presentation and analysis,providing animations of collocated weather observations andmodel-derived program products in 3 dimensions. This approach reducesthe number of independent displays needed to convey flight environmentconditions to one integrated display. Flight hazards along plannedflight paths are quickly recognized, and human error associated withintegration of multiple visualizations in various projections, validtimes, and formats is reduced. Hawaiian Dispatch, for example, alreadyprovides the 4-dimensional flight briefings to air crews, and the tabletEFB supports updates and information exchange between Dispatch andPilots en route. The EFB provides 3-dimensional and 4-dimensionalanimation capabilities in the cockpit for any data set or Keyhole MarkupLanguage (KML) program product that may be used or produced on theground by or for Hawaiian Dispatch Operations, within the bandwidthlimitations imposed by ISP or Satellite Communications providers. TheEFB allows Hawaiian to prioritize and control the transmission of dataand program products to aircraft en route, thereby conserving bandwidthand lowering overall communications costs. Where feasible, programproduct transmission is delayed to take advantage of lower cost groundISP communications. Time sensitive program products are transmitted onceand stored in local EFB cache, allowing continuous EFB operations enroute under conditions of unreliable internet connectivity. Althoughinternet connectivity may become reliable in the future, the internetcannot be guaranteed to be “always ON” over vast areas of the Pacific.

The EFB provides some original features which will further reduce costsand enhance performance. The EFB User Interface (UI) style is controlledby configuration tables, which allows Hawaiian to modify many look andfeel aspects of the EFB after delivery without software modification.Simple touch controls are provided to enable common geobrowseroperations and reduce the complexity of the 4-dimensional applicationswith the fewest possible “clicks” or steps. An animation widget allowsand controls the animation time window independent of geobrowser nativebehaviors. This 4-dimensional capability improves the handling of timeacross multiple Keyhole Markup Language (KML) products or layers.

The EFB incorporates the WxAzygy® Transparent Interface (U.S. Pat. No.8,392,853) for measurement and KML creation in a 4-dimensionalgeobrowser Common Operating Environment. Users can query the locationand content of data displayed in 4-dimensional regardless of their PointOf View (POV). The WxAzygy® innovation also allows for manual KMLcreation and measurements on selected 3-dimensional surfaces, which isuseful in updating flight plans in the neighborhood of hazards to flightwhich are elevated in height.

Operation

The disclosed technology minimizes bandwidth costs by transmittingunique information only once and storing that information on the targetcomputer platform, and also by processing and producing derived dataprogram products on the target computer platform. The information issubsequently available for use on the target platform when networkconnectivity is interrupted or lost. The technique embraces the 2-waytransmission of information, allowing for transmission of informationfrom a central repository to remote platforms, as well as transmissionof information obtained by the remote platform to a central repository.In this manner, two-way communication between any two or more connectedplatforms can be accomplished, supporting “air to air” transfer ofmessages and files, routed through a central repository.

For spatial information, any confusion in location when comparing orcontracting program products is eliminated by displaying and analyzingall data objects in a Common Operating Environment (COE) using theidentical projection. This is typically the geobrowser spheroidalcoordinate system based upon the WGS84 Datum for Earth operations, orother unified coordinate system as appropriate.

FIG. 1 is a depiction of a tablet computer displaying a geobrowser. Thedepiction shows a tablet computer displaying a geobrowser, comprising aPersonal Interactive Device (PID). The tablet computer (PID and CID inFIG. 2) allows touch-friendly controls which allow a pilot to interactwith a geobrowser such as Google Earth™.

The tablet computer allows touch-friendly controls which allow a pilotto interact with a geobrowser such as Google Earth™ or NASA WorldWind.The present disclosure uses a COE, which in the form of an EFB is calledOpsTablet®, which uses the Google Earth™ COM API geobrowser on MicrosoftWindows® platforms. The WxOps OpsTablet® software is configured tosupport hand-held Personal Interactive Device (PID) tablets forpre-flight, and installed Cockpit Interactive Device (CID) tablets forflight operations.

FIG. 2 is a schematic diagram showing a cockpit interactive device (CID)platform. The CID platform has a functional connection to InmarsatSwiftBroadBand satellite data service through the UTAS AID and TIMinterfaces. The tablet computer (CID or PID in FIG. 1) allowstouch-friendly controls which allow a pilot to interact with ageobrowser such as Google Earth™.

In addition to Google Earth™, the disclosed technology can work withother geobrowsers, such as a COM API version of the NASA WorldWindgeobrowser. FIG. 3 is a representation of a display used on the CID orPID depicting a central dense overcast (CDO) disturbance (HurricaneDolly, 2008) on the NASA WorldWind geobrowser. The display provides auniform UI across pilot/dispatcher (PID) and aircraft (CID) ElectronicFlight Bag (EFB) systems. An effort has been made to present the sameUser Interface (UI) and functionality to the pilot on both the PID andCID devices, to minimize differences as pilots transition frompre-flight to cockpit operations. The primary differences between PIDand CID are internet connectivity and bandwidth cost. The CID currentlyuses Inmarsat SwiftBroadBand for bi-directional satellite communicationduring flight operations on Hawaiian's fleet of A330, B717 and B767aircraft.

Logistics coordination is achieved using a suite of interconnectedtools:

-   -   1. Communication Tools—The EFB relies on a vehicle pre-departure        and enroute data retrieval and storage system to achieve        sustained operations in a non-connected or intermittently        connected environment. This component is also known as the        “Gopher” module in the COE.    -   2. Monitor Tools—A still or animated graphical depiction of a        vehicle's current or projected position, fuel, route, waypoints,        destination and alternates. The Monitor Tool provides the ETA        (Estimated Time of Arrival), EFA (Estimated Fuel at Arrival) and        EWA (Estimated Weather at Arrival) at each point. ETA/EFA/EWA        projections or re-projections include but are not limited to the        following data variables:        -   ETA/EFA—Departure time, departure fuel, route, speed, wind,            altitude, vehicle weight, current waypoint, forecasted            air/ground traffic congestion, vehicle mechanical variance,            vehicle number or vehicle type change.        -   EWA—Numerical Weather Prediction models and weather            information, including but not limited to: GFS, simulated            future radar depictions, Significant Weather (SigWx), TAFs,            NOTAMs, Tropical cyclones, Volcanic ash, Radiation, Tsunami            estimates and Space weather.    -   3. Animation Tools—A human factors method was developed with        pilot and Dispatcher feedback, to select and visualize        information in the time dimension and to compensate for varied        valid times in different data program products. The global        default begin and end time span may be set or adjusted manually,        but straightforward defaults allow quick animation of user        selected layers. The animation speed of individual data program        products may also be adjusted or selected as the default global        speed to enable effective human viewing. For example, GFS model        based winds and model program products span latest 24 hour to 36        hour at 3 hour and 6 hour time step intervals. Radar and        lightning span latest one to three hours at 5 minute time step        intervals. Global satellite imagery spans latest 3 hour at 20        min time step intervals. Flight plans span anywhere from one        hour (approx.) to 10 hour or more, and are animated at 5 or 15        min time step intervals.    -   4. Measure Tools—Interactive methods are provided for creation        of Great Circles on the surface or at altitude, down-range and        up-range path distance, and measuring at constant altitude both        above and below the surface of a 3-dimensional virtual globe.        These measurements are reported in variable user selected units.    -   5. Program Product Tools—Methods are provided on the target        platforms (CIDS and PIDS) for creating derived program products        from scratch or by editing existing data objects. These tools        are used throughout the coordinated transportation system on any        target platform. Such derived program products may be exchanged        across the communications system with other platforms and users        through the central repository, and are thereby archived at the        central repository.    -   6. Development of the prototype and operational capability—The        COE software coordinates automatically with EFB data services,        and provides a friendly touch User Interface (UI) for selected        viewing and manipulation of aviation weather information in 4        dimensions using geobrowsers. Operating as an “Electronic Flight        Bag” (EFB), the EFB software runs on Hawaiian Airlines Dispatch        computers (Desktops and Laptops running Microsoft Windows 7 or 8        or 10) and airline (EFB) devices (Tablets running Microsoft        Windows 8 and 10). The COE software is provided as a single        signed Windows “dotNet” executable with ancillary procedures for        automatic software loading and updates. WxOps EFB Version 1.0 is        specifically designed to work with airline licensed copies of        the Google Earth™ geobrowser.

FIG. 4 is a schematic diagram showing the acquisition of weather andlogistic information, shown with paths to/from multiple external datasources. Typical sources include data services such as WxOps® SoftwareProduct Services. Dispatch Operations have the capability to send anyKeyhole Markup Language (KML) layer, for example as an email attachmentto EFBs on the ground when connected by ground ISP, or en-route when theEFBs are connected via satellite.

Geobrowser technology supports 3-dimensional animation for any displayedobject that can be described by the Keyhole Markup Language (KML) latestversion 2.2, an OGC Open Standard. The EFB provides 3-dimensionalanimation capabilities in the cockpit for any data set or KML programproduct or layer that may be used or produced on the ground by or forHawaiian Dispatch Operations. The use of the KML program product orlayer is constrained by the bandwidth limitations imposed by ISP orSatellite Communications providers. The geobrowsers' ability to show alldata together in its proper 3-dimensional location and time has becomeknown as the Common Operating Environment (COE).

One of the major benefits of the EFB is the efficiency gained bylimiting the transmission of data and program products to remotedevices. The design goal is to transmit such program products only once.Local cache archives of program products and data allow in-flightoperations to continue when the “Internet connection” or communicationpath is lost. Efficiency is further enhanced by sending data rather thanprogram products, where a smaller set of data can be used to generatemultiple large KML program products. Substantial bandwidth savings arerealized for the GFS model program products alone, which are reused onthe EFB to create derived program products. The GFS grids are updatedevery 6 hours and provide model forecast coverage out to 36 hours. TheGFS model grid KML program products currently provided by EFB dataservices are about the same size as a compacted grid file for the samedata.

The efficiency is gained by using a synchronization module, whichexchanges data in an efficient manner by taking advantage of high speedlocal terrestrial connections, such as WiFi and cellular hot spots,while using low bandwidth connections such as satellite communicationsfor updates when the high speed connections are not available. Thesynchronization module provides and receives updates of the operationalplan, in which the updates provide changed data to the operational planwithout replacing substantial portions of the stored data for theoperational plan. This allows synchronization of the operational planwith a remotely located control facility and permits a controller ordispatcher function at a vehicle operations controller facility ordispatch controller facility to screen share the in-vehicle displaybased on information previously stored, as updated by the updates.

All weather services currently in use or planned use at HawaiianDispatch Operations are supported, including:

-   -   EFB data services (SigWx Charts and GFS Model Products KML)    -   Radar Shapefiles™ (ESRI) as KML    -   Satellite Imagery as GroundOverlay KML    -   Other online KML sources (any OGC 2.2 KML)    -   Weather services based on models are updated every 6 hours,        including SigWx Charts, Icing and Turbulence charts, and        convective activity program products.    -   Important program products which are updated at higher rates        include radar and satellite imagery.    -   Static information such as the FAA Navigation Charts are updated        relatively infrequently and are easily managed by the data        acquisition module when EFB's are connected through the ground        ISP.    -   Unique program products such as KML drawings, screen captures,        aircraft positions, and SIGMETS are generated on a non-scheduled        basis, and can be transmitted to an aircraft when a        communication channel is available.

The EFB software is loaded on both ground Dispatch and airborne systems,allowing for uniformity in operations. Configuration tables have beenbuilt into the EFB prototypes, allowing users to change many aspects ofthe UI without modifications to the software. Configurable items includebutton colors and text, preloaded animation tables, layer visibilitynames and KML <href> links, program product regions and classes forlimiting data acquisition bandwidth, images for icons used in graphicsproduction, and miscellaneous parameters for program product generation.

FIG. 5 is a schematic diagram showing a “gopher” architecture used forcontinued operations under conditions of occasional connectivity. Thesystem transmit protocol is designed to minimize bandwidth consumptionby uploading or downloading data and software program components onlyonce, which provides a local archive. EFB operations can continue fromlocal archives when the EFB is not connected to the Internet. Dataproducts are created on remote platforms where possible to reduce datatransmission bandwidth.

The EFB data acquisition strategy is outlined in FIG. 5. Ground basedgeobrowsers are normally connected to high-bandwidth communicationchannels and refresh their data frequently (item 1 in FIG. 5). This iscurrent practice for Dispatch Operations. Such connectivity would resultin excessive bandwidth consumption for on-board systems, however,especially for high demand satellite image and radar services whichupdate frequently and at high spatial resolution. Since remote EFBsystems can operate reliably using data from “local cache” (item 2 inFIG. 5), remote operations can continue without interruption when thecommunication channel is lost or interrupted. The EFB is therefore builtto test the ISP connection every minute (a configurable item), determineif new program products are available, and download them when acommunication path is stable (item 3 in FIG. 5). Once on board, newderived program products are created as needed (item 4 in FIG. 5).

FIG. 6 is a schematic diagram showing the “gopher” panel. The system“gopher” communicates with a data portal, such as the WxOps® Data Portaland transfers data files once to local cache. Gopher will rescan themanifest any time the mastersync changes on the data program productserver. The gopher for data acquisition is able to function over anunreliable communication interface, with limited bandwidth. Internetconnection to an EFB Tablet is made through a ground ISP when anaircraft is in range of a compatible terminal ISP. Limited internetconnectivity while en route is provided through satellite communication.

Also known in the early prototypes as “gopher”, the Data AcquisitionModule automatically connects to EFB data services when onlineconnectivity is detected. Once connected, EFB data are downloaded to thelocal archive in the background. The latest version of each programproduct is downloaded first in the event that connectivity is lost,which priority can be set by parameters in the EFB's config.ini. Thelocal archive program products remain in local cache when/if theinternet connection is lost. Detection of KML received from externalsources including email to any EFB is supported:

-   -   Connection Status    -   Data Acquisition Management    -   Bandwidth Metering    -   Communications with Airline Servers    -   The “Governor”

Connection status providing an indication of connection state isaccessed with the “Pualani” Logo (this logo is a Trademark of HawaiianAirlines). This image logo is shown in full color when the EFB isconnected, and may be shown in black & white when not connected. Aworking “gopher” panel is shown in FIG. 6. This data acquisitionstrategy is a key design point for supporting continuous EFB operationsen route under conditions of unreliable internet connectivity. Althoughinternet connectivity may become reliable in the future, the internetcannot be guaranteed to be “always ON” over vast areas of the Pacific.

Data Acquisition Management controls the behavior and status of the“gopher” function and are controlled by password protected accessthrough the Settings panel in the secondary UI. Administrative functionsare available to repair operations should any of the component functionsfail. Additional functions are available under the secondary UI,including Cache purge and Screen Capture. Automatic Cache Purge can beset by config.ini parameter.

FIG. 7 is a schematic diagram of a conceptual view of program componenttransmission to aircraft on a typical flight plan (the example depictedbeing Hawaiian Aircraft on a Tokyo to Honolulu flight). The onboard EFBsare refreshed by ground ISP until physical departure or aircraft out ofground ISP range. As shown in this example flight plan, the GFS modeland model-derived program components are updated once during flight, butsuch updates would not have been available when the flight plan wascreated. “Real time” program components such as satellite imagery and/orlightning would require transmission to the aircraft en route.

In bandwidth metering, the “gopher” approach allows for metering andcontrol of data program products transmitted over communication paths.As shown in FIG. 7, the remote EFBs are refreshed on the ground whenconnected to secure Hawaiian ground ISP, which are provided at or nearair terminals. The updated data program products are held on each EFB inlocal storage until purged. Once out of ground ISP range, only selectedprogram products are acquired via satellite communications, and withprogram product selection under the direct control of Flight Operations.Program products that refresh every 6 hours (e.g., SigWx, model grids,model icing & turbulence, etc.) are sufficiently current so that refreshduring flight is not required. Program products that refresh morefrequently (e.g., SIGMET, Aircraft Positions, satellite imagery, radar,lightning, etc.) will require transmission during flight, if selectedunder the direct control of Flight Operations.

Communications with airline servers is achieved. The airline flightplanning SOAP client may be operating system agnostic, and can be madeto work in a convenient commercial environment. In one non-limitingexample, the SOAP client may be made to work in the Windows Desktopenvironment. The available data fields and calls acceptable to theflight planning engine reside in an MS-SQL database locally on theairline network. The database and SOAP Client allow for bi-directionalsingle and batch requests/responses between the Flight Monitor Tool(FMT), Flight Cartography Tool (FCT), Flight Parameter Tool (FPT), LoadManager (LM) and the AeroData Client (TAC). All requests and responsesare stored in the SQL database for diagnostic and historical retrievalpurposes. Line plotting information to/from the (FCT) Google Earth™interface are sent via soap or web services in text or XML form to theairline's servers and database.

The “Governor”—In the testing of the initial first of type, it becameclear that there was a need for a module that would report the state ofthe system. A prototype called, “The Governor” was designed and tested.This utility runs automatically on the EFB, and provides the state ofthe system to other programs through the Windows Registry.

FIG. 8 is a state diagram showing communication modes and applicationsrunning during the life cycle of normal aircraft operations. The “statediagram” for EFB data service operations shows when applications shouldbe run during normal aircraft operations. The states of operation changeat six points in time, labeled A through F, as follows:

-   -   A Comms switch from InMarSat to cellular. This is usually        associated with Weight On Wheels (WOW) and Cabin Door Open. The        EFB continues to operate.    -   B Pilots are done with any post-flight activities involving the        EFB. It is expected that pilots will indicate that they are done        and are no longer assuming responsibility for flight operations.        This could take the form of a logoff. Cellular continues to        operate. System enters Maintenance Mode, and the update        operations (MCM, MDM, MAM, LIDO) can proceed. Updates should not        occur until the pilots sign off. Pilots may be required to        record information related to an incident during the flight, and        the flight systems must be left in their flight state until        released for updating.    -   C Updates are complete and/or the power to the aircraft is        turned off.    -   D Power to the aircraft is turned on. Updates may proceed until        pilots arrive and sign on.    -   E Pilots sign on and pre-flight operations begin. The EFB is        running.    -   F Comms switch from cellular to InMarSat. This is usually        associated with Weight On Wheels (WOW) and Cabin Door Closed.        The EFB continues to operate.

The Governor acquires state information from the Flight Deck byconnections through the UTAS AID. In this manner, data are acquired fromflight instrumentation and interfaces including ARINC 429, ARINC 834,and ARINC 708. The data acquired include but are not limited to aircraftposition (lon, lat, alt) and orientation (bearing, pitch, roll, yaw),true and ground air speed, and environmental variables, e.g., outsideair temperature (OAT) and humidity (if available).

FIG. 9 is a depiction of a cockpit ARINC 708 interface on board a B767,inclusion in on-board COE, and transmission to ground server forinclusion in mosaic program products. On the left side of the interfaceis a directory of files. (The particular filenames in the directoryshown in the sample are not part of the present disclosure, and aretherefore not depicted separately.) In this manner, airborne radarobservations from multiple aircraft are merged by ground processing andthe composite is rebroadcast to the fleet. The ARINC 708 interface isprovided by a Honeywell® RDR 4000, although other interfaces can beused.

The collection and collocated/simultaneous display of radar informationfrom the ARINC 708 interface, is specifically addressed as shown in FIG.9. When collected, the 3D ARINC 708 interface reflectivity can beoverlaid on the Common Operating Environment (COE) in the cockpit. Wealso transmit this radar information (along with the flight deck info)to the Server, where it is provided to Hawaiian for integration into theground operations. The composite radar returns from multiple aircraftprovides a unique enhancement to existing 4DKMZ for the ground basedradars, currently limited to Hawaii, Guam, CONUS, and other dataavailable through Schneider Electric for Australia and Japan. Thisallows the radar returns to be treated as a kind of “radar PIREP”, inwhich the radar returns from aircraft are used to enhance weatherobservations. It is also contemplated that radar composites may beproduced on the ground, for retransmission to aircraft in flight. By wayof non-limiting examples, such radar composites may be transmitted toaircraft in flight in a manner similar to NEXRAD transmissions, or asmore elaborate 3-D displays.

Table 1 depicts a set of major program segments used in an airlineElectronic Flight Bag (EFB) application using the disclosed techniques.The particular implementation renders the WxOps OpsTablet® EFB and UserInterface (UI) for geobrowser applications. The program provides sevensoftware items, as follows:

TABLE 1 OpsTablet ® Software Items and Status v1e2 Test Software ItemDescription Procedure SI-1 User Interface (UI), OpsTablet Primary &Section 5 Secondary UI, and Navigation & 6 SI-2 Animation Widget Section8 SI-3 Visibility Controls Section 7 SI-4 Data Acquisition Section 9SI-5 Drawing & Screen Capture Section 5 & 10 SI-6 KML Production Section11 & 12 SI-7 Software Load/Update Section 3, 4

FIGS. 10A-C are schematic diagrams of an EFB basic publishing concept.FIG. 10A shows a “publishing” linkage. A master repository, whichprovides a configuration control function, depicted as “TechPubs”,maintains published documents on a server. The point of use is a CockpitInteractive Device (CID) tablet for flight operations. A web UI is usedfor display of document status on each tablet, and color coding is usedto quickly identify problem areas related to transmission of documents.

FIG. 10B shows a TechPubs display used at a dispatcher station. FIG. 10Cshows a CID view. The TechPubs and CID displays are generally viewedseparately, so that the operator of either only is able to see updatediscrepancies by looking at the particular device. As depicted in FIGS.10B and 10C, TechPubs and CID are generally viewed separately, so thatthe operator of either only is able to see update discrepancies bylooking at the particular device.

The transfer of data uses a “publishing” concept, where TechPubs musttake an action to update the repository on the server. Once documentsare changed on the server, these changes become visible to all CIDS.CIDS cannot change Server contents, but functions are provided for CIDSto manage its local repository.

Color coding is used to quickly identify problem areas related totransmission of documents. The color coding uses four color codes whichare, from top to bottom, green, yellow, red, and blue, and whichindicate status. Status color “green” indicates that tablet and groundserver are in “sync” and documents (files) are up to date. This isrepresented as “server is current” or “CIDS is current”. Since documentsare typically transmitted to CID when the aircraft is at the gate, ifthe aircraft is enroute, it may take up to twelve hours for publisheddocuments to get updated and receipts received. Pending status color“yellow” is used to indicate that the document has just been published,and time since publication is shown in hours (e.g., 0 to 23 hours). Thisis represented as “TechPubs is newer” or “CIDS is older”, as publicationis generally from TechPubs to CID. Warning status color “red” indicatesthat a document receipt has not been received within the past 24 hours.A “blue” indicator corresponds to “Server is more recent” or “CID ismore recent”.

The EFB maintains a document management capability. The EFBcommunications capability is well matched to supporting the managementand tracking of documents required to be onboard aircraft prior to andduring flight. Geobrowser-based software and data is reconfigured intothe EFB for coordinated Pilot—Dispatch Operations at the airline.Similarly, existing EFB software and methods are reconfigured to meetairline requirements for Mobile Content Management (MCM) of the aircraftlibraries. A web-based portal (UI) is provided which will be used byairline personnel to monitor and maintain PDF documents on each EFB. TheDocument Services Portal (UI) shows the document version state on eachEFB, which is typically configured for at least one airframe type (B767,A330, etc.). Airline personnel upload new and revised documents to theportal (UI), and identify which EFB's or EFB groups/classes are toreceive the documents. A status panel then shows the progress ofdocument transfer and acknowledgement on a per EFB basis. The most basicUI for document status on one tablet is shown for a CID in FIGS. 10A-C.

FIGS. 11A-11C are depictions of TechPubs and CIDS “roll-ups”. The“roll-ups” are scrolled lists which provide a uniform color coded statusby document category. Roll-ups show highest ranking status of documentsin a category and a detailed listing of documents within a category.Status column allows action to be taken. Detailed listing of documentswithin a category. Status column allows action to be taken, which isshown in FIG. 11B. CID document actions in detailed listing. CID Actionsare limited to download from server, and deletion of documents fromlocal storage as shown in FIG. 11C. Only TechPubs can publish or purgedocuments to/from the server.

FIG. 11B depicts a detailed listing for TechPubs, looking at the“Emergency” category. Two columns are provided following the color code,which show the state of documents on TechPubs at the local repository orTechPubs master and on the server. The actions consistent with the stateof documents between TechPubs and server are provided as buttons in athird column. Clicking on an action automatically updates the documentsand MySQL database, and changes the colors to match the updated documentstate. Pull down menus are described as “Action”, and provide additionalfunctions which will perform actions on all documents in a category orfolder, as appropriate.

FIG. 11C depicts CID document actions in a detailed listing for CIDS,looking at the “Common Manuals” category. CID actions are limited todownload from server, and delete documents from local storage. Twocolumns are provided following the color code, which show the state ofdocuments on CIDS at a local repository, and on the server. The actionsconsistent with the state of documents between CIDS and server areprovided as buttons in a third column. Clicking on an action willautomatically update the documents in the local CIDS repository, andchange the colors to match the updated document state. Pull down menusare described as “Action”, and provide additional functions which willperform actions on all documents in a category/folder, as appropriate.

FIG. 12 is a schematic diagram of an EFB publishing protocol a usingsync capability of “gopher” module. The “gopher” module is a filetransfer and update module which uses program product and documentmanifests under password protected directories on the airline's server.The “gopher” module securely transfers weather program components, adhoc files, and documents to mobile tablets. Tablet information used asthe CID is transmitted to the server using an encrypted sync and postdata request, supporting relays of tablet state, content, location, anddocument receipts.

The COE transfers weather data files using https (SSL) protocolsaccording to a manifest managed by airline dispatch personnel. This filetransfer approach (aka “gopher”) is outlined in FIG. 12. The EFB gopheris adapted to transfer documents using a similar manifest managed byairline technical publications personnel. The EFB software will beupdated to accommodate the additional Document Management functions. Therequirement for document receipts is already supported by the “Sync” aspost data in the EFB.

EFB document services extends the existing WxOps OpsTable® data transfercapability (aka “gopher”) to include PDF documents, which are uploadedas needed to each EFB when connected by selected “Wi-Fi” channels to theAID server. This approach avoids the data transfer expense of documenttransfer using the airline-InmarSat communication channel, which isblocked for document transfers. The existing “program product manifest”folders on the server are used to inform each EFB when new documents areavailable. The existing COE program product receipt feature is used toacknowledge successful document transfer and update the documentdistribution state of each EFB on the server.

IT Security Concerns

The EFB is designed to work in a “dirty” environment. The operationsconcept can incorporate features of the inventors' earlier original EFBdesign, described in U.S. Pat. No. 5,265,024, in which the primaryhazard to operations was the existence of the communication path. TheEFB industry markets the myth that the internet is “always on”, allowingfor Cloud applications where processing and data are served from acentral source. In contrast, the EFB ensures continued operations withthe data on hand when the communications path is disrupted. Whenconnected, the EFB strives to reduce operating costs by transmittingdata/program products only once. Bandwidth costs will become a majorfactor in sustained EFB operations. Many cloud applications assumeunlimited low-cost bandwidth, and hidden processes consume bandwidthwhen allowed to “phone home” to target servers. The UTAS AID helps ushere by limiting traffic to selected IP on a “WhiteList”.

A current threat of attacks is by agents seeking to obtain informationor cause harm by gaining control of aircraft systems or disseminatingfalse information. The EFB embraces SSL and Fully Qualified Domain Names(FQDN) with Certificate Authority (CA) to thwart interference, butexploits have been discovered in most of the security protocols.Therefore, the EFB design has allowed that it may not be connected to areliable source. In addition, the server has allowed that requests maynot be coming from bona fide users, so additional security measures havebeen built in.

The current UTAS AID (FAA Approved) limits connections to IP addresses.Effective 1 Nov. 2015, the IETF CA/Browser Forum is deprecating theissuance of certificates with non-FQDNs (seehttp://www.entrust.com/ssl-certificates-without-non-fqdns/). This willaffect the EFB's ability to identify and establish trust with theServer. The absence of a CA does not affect our ability to encrypt theexchange once the connection and level of trust have been established.The problem is knowing who we are talking to.

An EFB CID normally connects to the Server with identificationinformation including the aircraft tail number in the format “NxxxHA”.There is an exchange of local sync and multiple passkey information fromthe CID as postdata, which allows the server to decide whether the CIDquery is genuine. Some of this passkey information is configurable(defined in the EFB config file), and another part is private (definedin the EFB code). The details of the passkeys and methods are notdisclosed here. The primary function of the program product server is toprovide an updated listing of the “program product manifest”, whichidentifies latest program products available for downloading. Thisprogram product list is tailored to each aircraft, as defined byDispatch Operations. This “program product manifest” lists the filenamesbut not the paths for each program product file, along with version(sync) information. Each EFB privately knows where to look for eachprogram product, based upon a program product ID defined in the EFBconfig file (the “PXF” entries). If the program product list (akamanifest) is considered to be a sensitive document, then it will beencrypted prior to transmission. Ad hoc files (e.g., KML/KMZ and PDFdocuments) are handled in the same way. If any of the ad hoc filescontain sensitive information, then they will be encrypted before beingplaced on the server, either using ZIP ENCRYPT (already supported in theEFB) or PGP (open source).

Information coming from the EFB CID to the Server is encrypted on theEFB and presented to the server as an encrypted ad hoc file. Theencrypted ad hoc file is secured a second time for transmission to theserver as postdata under SSL. Using this approach, any Man In The Middle(MITM) attack will be presented with encrypted files that will bedifficult to understand.

Another MITM threat is the extraction of the credentials(username/password) required to access the server sync folder. Thisfolder is writeable only by selected users who are also accessing thefolder from a few selected IP's. Any attempt to obtain a directorylisting in these folders has been anticipated and suppressed. Theapplications which may reside in these folders are mostly readoperations. However, if attackers perform write operations, then we haveembedded additional pass key protections.

From the above, it can be seen that the CA is used primarily to identifythe server and determine a level of trust. This connection process isnot foolproof even with an FQDN, as various published exploits show.Therefore, we should assume that MITM attacks are possible even withFQDN, and defend our data using the encryption techniques describedabove. Once the SSL connection has been established, then the exchangeof information proceeds with data encryption that is understandable tothe participants. If one of these participants is an MITM, then wepresent them with encrypted content.

Given the measures taken and described above, MITM attacks can bedetected and that sensitive data can be exchanged securely in thepresence of MITM attacks. Once detected, the program product serverwould record any details available and provide a notification by textmessage and email of the attack. If the MITM persists in blocking EFBaccess to the server, then a prompt notification would allow personnelto execute a TraceT to gain additional information on the attacker. Inthe case of a blocked the EFB, we must distinguish between a droppedcall and a program product server impersonation. Information on anattack detected by a CID would be provided upon the next successfulcontact with the Server. An alternate program product server would beuseful in such situations, and would serve as a backup for normaloperations.

Starting the EFB Application.

FIG. 13 is a representation of the CID's UI overlaid and connected toGoogle Earth™ Pro, which is a geobrowser providing virtual globe, mapand geographical information. Depicted are roll-up window 1311 depictingcurrency of data, communication and time menu 1313, display layersactivation menu 1315 and navigation menu 1317. Roll-up window 1311 showsthe status of the required data and operating manuals. Communication andtime menu 1313 has icon window 1323, which shows the current time inUTC, an indication that data required for the PID is loaded, and isconnected to WiFi. Communication and time menu 1313 also includescommunication menu selections 1325. Display layers activation menu 1315has animation control menu 1333 and layer selection menu 1335.

FIG. 14 is a representation of the CID's UI in a state ready forsatellite image animation. Starting from state shown in FIG. 13, theoperator would select the SAT button, and a green rectangle will appearshowing the animation parameters. This green rectangle collapses toindicate which layer is selected for animation. A rewind button sets atime slider to the beginning of the satellite loop. A play selection isused to start animation, and pause stops the animation.

The “Pualani” icon (Hawaiian Airlines logo, icon 13 of 14 “tray” iconson the bottom of the screen) can be used to manage the CID functions.The “Pualani” icon is selected to open a primary UI or a secondary UI.Additional UI are provided for GEO navigation and control (NAV), layervisibility selection (Layers), and animation (ANI).

FIG. 15 is a representation of the CID's UI. The UI menu functions areconfigured to allow GEO navigation and control (NAV), layer visibilityselection (Layers), and animation (AND.

In order to initiate the EFB, the user engages the Startup and Hooksettings to bring up the entire system (the EFB and Google Earth™) tothe initial state shown in FIG. 14. The application may take some timeto download data, and will show the EFB UI after the current data filesare acquired. To set animation on satellite images, the user engages(clicks on or touches) the SAT button (animation details will appear),then engages (clicks on or touches) the rewind button. This will resultin the state shown in FIG. 15. The user engages (clicks on or touches)play to watch satellite image animation. To exit, the user engages(clicks on or touches) the “Pualani” logo and the “Aloha” button.

The EFB User Interface

The EFB User Interface (UI) provides a touch friendly layer overgeobrowsers (GEO) such as Google Earth™ (GE). This UI has been developedand refined since its initial appearance in a NASA SBIR (2008) as theWxAzygy® transparent interface. The EFB provides a set of controls thatdemonstrates all required EFB functions. The following steps areintended to introduce you to the functions of the EFB UI.

For general familiarization, the user will see the following UIcomponents overlaying the geobrowser. The Primary UI includes the clock(UTC) and the Hawaiian Airlines “Pualani” icon with additionalinformation. All functions can be accessed through the “Pualani” icon bytouch (mouse left click) or press and hold (mouse right click).

Test Procedure

-   -   1 WiFi connection is automatically detected. Manually turn WiFi        connection ON/OFF and verify that WiFi state is determined.    -   2 With config line Using_WiFi=true, then WiFi ON/OFF is enabled        and WiFi can be turned ON/OFF programmatically.    -   3 Show Adapters provides information on all network connections        for the current system.    -   4 In absence of AID, INMARSAT/WIFI radiobuttons can be used to        toggle connection state.    -   5 With AID connected, checkbox “check for AID” reflects correct        connection state.    -   6 Current communication state (Inmarsat, WiFi, nothing) is        reflected in “Pualani” icon.    -   7 Data transfer volume is recorded in the appropriate channel        when connected.    -   8 Gopher Start/Stop controls mastersync queries to the server.    -   9 When a new mastersync is detected, the program product        manifest is acquired and new program products are downloaded to        C:\efb\cache.

TEST Procedure for the EFB

-   -   1 Run OpsTablet from the desktop icon with gopher_Startup=true,        GEO_Startup=true, and GEO_Hook=true. The OpsTablet™ “Pualani” UI        will appear over GEO.    -   2 Engage the “Pualani” icon to toggle the Primary UI (depicted        in FIGS. 13 15).    -   3 Engage the “Pualani” icon to toggle the Secondary UI.    -   4 Toggle the entire UI using the Hide button, or click and drag        the Pualani icon off screen.    -   5 To unhide OpsTablet™ and maximize GEO, toggle the entire UI        using the Show button, or click and drag the Pualani icon off        screen.    -   6 Engage the GEO button to move “Pualani” UI to default location        specified in config.ini.    -   7 Engage the and move “Pualani” UI to relocate “Pualani” UI.    -   8 Engage the GEO button to stop GEO process. GEO button will        return to default color and additional functions (Draw and ad        hoc) will disappear.    -   9 Engage the GEO button to restart GEO process.

Navigation Controls

The Navigation (NAV) Panel is available whenever OpsTablet is connectedto a GEO. This widget provides the ability to control the Point of View(POV) of a geobrowser using a single finger or mouse. GEO Pan isachieved by touch on the GEO Render Window, and is a native function ofthe geobrowser. GEO Zoom is also achieved by touch on the GEO RenderWindow by pressing until the “circle” appears, then moving your fingerup to zoom out, and down to zoom in.

-   -   1 Click (touch) and drag the “Move” Button to move the NAV Panel        anywhere on the screen. If this Button is touched but not moved,        the NAV Panel will collapse to a single button.    -   2 NORTH (N)—This button will reorient GEO so that North is up,        but leaves center position {lon,lat} and tilt unchanged.    -   3 Zoom IN—Touch this button to Zoom In. Click and Hold to Zoom        In with higher precision.    -   4 HOME—Returns GEO to a specific location and POV, as defined in        config.ini (default is Hawaii centric).    -   5 Zoom OUT—Touch this button to Zoom Out. Click and Hold to Zoom        Out with higher precision.    -   6 Tilt/Rotate—This Button executes a SHIFT Key, which invokes        the geobrowser's native tilt/rotate functions if the GEO Render        Window is touched within 3 seconds. This is the same GEO        function as holding down the ctrl key while touching the screen.        Alternately, Tilt/Rotate will change the POV in fixed steps        (degrees) for each button click.

Data Layer Selection Controls

The Data Layers Panel reflects the contents of the geobrowser Sidebar,and provides the ability for the user to change the visibility of theselayers. The OpsTablet® provides data layer timespan information to theanimation widget with a single right click (touch hold). Once TimeSpaninformation has been transferred, the layer that controls animation ismarked with a green button. This ANI button can be clicked to view thecurrent animation parameters.

The selection is performed as follows:

-   -   1 Click (touch) and drag the “Portal” OR “Places” buttons to        move the LAYERS Panel anywhere on the screen. (If these buttons        are touched but not moved, the LAYERS Panel will        collapse/expand.    -   2 Click (touch) “Places” button to refresh the top layers. This        function reads the highest level of KML layers listed in        “Temporary Places”    -   3 Click (touch) “Portal” button to refresh the animated layers.        This function reads the layers in file “wxops_portal.kml”. This        function reads the layers identified in the animation list.    -   4 Click (touch) a layer to change that layer's visibility        (ON/OFF). Visibility is indicated by the background color as        defined in config.ini (default light gray is OFF)    -   5 Right click a Portal Layer to extract that layer's TimeSpan        information. The TimeSpan information will appear in a green        button to the right of the Portal Layer, and this green button        will collapse to a smaller marker (ANI) after 4 seconds. This        TimeSpan information is automatically transmitted to the        Animation Widget.    -   6 Click (touch) the green ANI button to view the current        TimeSpan information for animation.

Selected animation layers control the limits of animation, regardless ofthe GEO time slider extent. The animation will use these limitsregardless of the layer visibility state.

Animation Controls

Once the TimeSpan of a Portal Layer has been identified and set in theregisters of the Animation Widget, geobrowser animation can be conductedregardless of the timespans and visibilities of any other layer in theSidebar. This is a big advance beyond the current time controls providedby Google Earth™ or NASA WorldWind. The animation parameters can bechanged during animation by selecting the Portal Layer at any time.

-   -   1 Click (touch) and drag the ANI Top Panel (area to the right of        letter “Z”) to move the ANI Widget anywhere on the screen. The        ANI Widget is designed to overlay the GE Time Slider.    -   2 Click (touch) the ANI Top Panel (area to the right of letter        “Z”) to show/hide the Animation Play Controls.    -   3 Right click (press) the Play/Pause button to show/hide the        expanded animation controls (not commonly used).    -   4 REWIND (|<<) will move time slider to beginning of current        TimeSpan.    -   5 STEP REVERSE (<) will move time slider one time step        backwards.    -   6 PLAY/PAUSE controls animation state.    -   7 STEP FORWARD (>) will move time slider on time step forward.    -   8 FORWARD/END (>>|) will move time slider to end of current        TimeSpan.    -   9 During animation, right click REWIND (|<<) will slow down        animation rate by factor of 2.    -   10 During animation, right click STEP REVERSE (<) will set        animation backward in time.    -   11 During animation, right click STEP FORWARD (>) will set        animation forward in time.    -   12 During animation, right click FORWARD/END (>>|) will speed up        animation rate by factor of 2.

Data Acquisition

The Settings Panel is used to control and monitor connection ofOpsTablet to servers and data program products. It monitors the state ofcommunications connectivity, and keeps track of the data volumetransferred over each communications channel. Ultimately, the Settingscommunications state (WiFi vs InMarSat) instructs “Gopher” on whichprogram products to acquire based on the expense/need to acquire. The“Gopher” data acquisition UI has few controls which the normal USERwould use, but it is useful to view when checking on the performance ofthe data acquisition process.

FIGS. 16A-E are representations of a primary UI menu for the CID,showing the CID connected to GEO through COM API. When connected to GEO,additional functions (draw and ad hoc) appear. FIGS. 16A-D show acommunication links and processing sequence. A local high speed datalink such as WiFi is indicated in FIG. 16A. FIG. 16B indicates datatransfer or processing is occurring. FIG. 16C indicates connection iswith a restricted bandwidth link such as satellite communication, andFIG. 16D indicates no communication link. FIGS. 16E-G show menu options.FIG. 16E shows a data entry or selection menu. FIG. 16F shows a displaycontrol menu. FIG. 16G shows the menu of FIG. 16F, expanded to show acommunication menu.

FIGS. 17A-C are representations of expanded control UI menus for theCID, showing the CID's animation player with expanded controls. FIG. 17Ashows a 3×3 configuration of the NAV UI. FIG. 17B shows a function inwhich the animation player is toggled by selecting the play/pausebutton. FIG. 17C shows a layers panel with 4-dimensional layers areselected and selected layer visibilities are ON. The 4-dimensionallayers are used in the animation.

Table 2 depicts a data configuration file (“vlh config file”) used tocontrol data on the CID platform:

TABLE 2 Sample Command Explanation/Comments #OpsTablet(TM) config.inifor version v1e Config parameters are not case #Copyright 2016 WxOps,Inc. All Rights Reserved. sensitive, delimited command: #configcidprotocol, #targetID = computer name Param = value = comment aircraftID =N588HA CID identifier (TailNumber) PIXEL_size = 1920,1200 screenresolution DPI_size = 1920,1200 100% DPI showSettings = false Settings(Comms) panel on startup showGopher = true Gopher (Data) panel onstartup OpsTab_ShowMenu = false Primary Menu on startup NAVshow = trueNAV show on Startup PANELShow = true PANELS (Layers) show on StartupdocPath = C:\AIS\EFB\Documents\ OpsDoc ™ - location of documentsLidoPath = C:\Lido\eRouteManual\data\static\enroute\atc Lido flightplans (coordination) #PIDS portal = FM11Wx-07 MyPlaces KML name revert =FM11Wx-07;1,4,7,8,11;1;3,5,6,7,8; Default layers selectSFC = 4,selectMET = 2, selectTRB = 2, selectGFS = Default sublayers 4 #gophergopher_SAT delta = 20 Sync time [sec] in SAT mode gopher_WiFi delta = 5Sync time [sec] in Cellular mode clear_MasterSync = true MasterSyncstartup action askB4purge = false Manual/Auto purge switch purgeDays = 3delete cache older than purgeDays #UTAS AID AID_IP = 192.168.*.*** (***is not published) AID_Status_URL = http://192.168.*.***/services/comm-UTAS AID status page URL manager/status AID_connectionName= SATCOM Nameshown in Settings panel #OpsTablet initialUIxy = −200,5 = 0,0 screencoordinates for primary UI OpsTab_UI_Right = false Location of PualaniOpsTab_Menu_Right = true Alignment of Primary menu OpsTab_Size = 133,55Primary button size OpsTab_Space = 5 Primary button spacing (vertical)OpsTab_Forecolor = 255,188,188,188 Black OpsTab_BackColor = 255,72,25,55light blue OpsTab_MouseOver = 255,72,25,55 light blue OpsTab_Control =255,128,128,128 Gray OpsTab_Select_ForeColor = 255,255,255,255 WhiteOpsTab_Select_BackColor = 255,0,0,255 Blue OpsTab_Select_BorderColor =255,0,255,0 Lime OpsTab_BorderColor = 255,255,255,255 WhiteOpsTab_Primary_BackColor = 255,64,64,64 Darkgray OpsTab_BorderSize = 3Primary button outline OpsTab_Select_MouseOver = 255,0,0,255 blue #GEOGEO_Alias = GEO Name shown in Primary UI GEO_Target = C:\Program Files(x86)\Google\Google Location of geobrowser Earth\client\googleearth.exeGEO_Working = C:\Program Files (x86)\Google\Google Working Folder forgeobrowser Earth\client GEO_OpsTabXY = −253,74 = −253,97 !GEO_PrimaryBackColor = 255,64,64,64 darkgray (default is transparent) GEO_timeout =30 Abandon connection time [sec] WhackAMole = true Auto killmiscellaneous windows GEO_kill_ON_exit = false GEO_initialLayer = DataDeprecated GEO_Startup = true Start GEO with OpsTablet ® GEO_Hook = trueRestart GEO if process stopped #WEB WEB_Alias = DOC Namr shown inPrimary UI WEB_URL = https://wxops.com Default home page (URL must beallowed by UTAS AID) WEB_Path_home = index.htm WEB_Size = 1000,800OpsTablet ® browser window size WEB_OpsTabXY = −253,0 OpsTablet ®windows location Track_Alias = ad_hoc Name of Flight Plan editor #MailxMail_Alias = MAILx Name on Secondary UI Mail_SmtpClient =smtpout.***.*** Not shown Mail_Username = N588HA@***.com Extracted fromEFBconfig.xml !Mail_password = ***** Not shown Mail_MailTo =wxazygy@wxanalyst.com Maintenance, send me a postcard Mail_Author =N588HA@***.com Extracted from EFBconfig.xml Mail_OpsTabXY = −253,0Deprecated #Draw UI enableHighlight = false presentations and screencaptures Draw_Alias = Draw Name on Primary UI DRAW_xy = 50,400 Locationof Draw UI #NAV NAVdock = true Docked location for NAV UI NAV_xy =600,300 Undocked location for NAV UI NAVlon = −138.840 degrees (−180 to+180) NAVlat = 28.070 degrees (−90 to +90) NAVrange = 6980000 metersNAVtilt = 17 degrees (0 to 90) NAVazi = 0 degrees (−180 to +180) #ANIANI_XY = 44,37 #PANELS PANELSdock = true PANELS_xy = 300,200 # bannedTopLayers Ignore these names in Panels banned = PIREP_STILLS banned =WxOps_Portals banned = Flight_Monitor_8.5.kmz # PXFR instructions CIDfile system controls pxfr = prodREQ,request pxfr = docREQ,request pxfr =adhocREQ,request #product/doc transfer table = ID, class, url, dst,{structure, ymd, hh, mm, ptype} #class = prod #structure s0 = url +/filename #structure s1 = url + /yyyyMM/filename #structure s3 = url +/yyyy/yyyyMM/yyyyMMdd/filename #structure s4 = url +/yyyy/yyyyMM/yyyyMMdd/hhZ/filename pxfr =ASigWxF,prod,https://tty1b.com/portal/sigwx,cache, s3,13,22, 0,0,6h,0pxfr = ASigWxB1,prod,https://tty1b.com/portal/sigwx,cache, s3,14,23,0,0,6h,0 pxfr = SatIR1af,prod,https://tty1b.com/portal/sat-IR1/af,cache,s0, 1,10,12,0,3h,0 pxfr =SatIR1as,prod,https://tty1b.com/portal/sat-IR1/as,cache, s0,1,10,12,0,3h,0 pxfr =SatIR1au,prod,https://tty1b.com/portal/sat-IR1/au,cache, s0,1,10,12,0,30m,0 pxfr =SatIR1eu,prod,https://tty1b.com/portal/sat-IR1/eu,cache, s0,1,10,12,0,3h,0 pxfr =SatIR1in,prod,https://tty1b.com/portal/sat-IR1/in,cache, s0,1,10,12,0,3h,0 pxfr =SatIR1jp,prod,https://tty1b.com/portal/sat-IR1/jp,cache, s0,1,10,12,0,30m,0 pxfr =SatIR1na,prod,https://tty1b.com/portal/sat-IR1/na,cache, s0,1,10,12,0,30m,0 pxfr =SatIR1np,prod,https://tty1b.com/portal/sat-IR1/np,cache, s0,1,10,12,0,30m,0 pxfr =SatIR1sa,prod,https://tty1b.com/portal/sat-IR1/sa,cache, s0,1,10,12,0,3h,0 pxfr =SatIR1sp,prod,https://tty1b.com/portal/sat-IR1/sp,cache, s0,1,10,12,0,3h,0 pxfr =DTN,prod,https://tty1b.com/portal/DTN/archive,cache, s0, 7,15,17,0,5m,0pxfr = TB390,prod,https://tty1b.com/portal/TB390,cache, s1, 7,16,0,0,3h,13 pxfr = TB370,prod,https://tty1b.com/portal/TB370,cache, s1,7,16, 0,0,3h,13 pxfr = TB340,prod,https://tty1b.com/portal/TB340,cache,s1, 7,16, 0,0,3h,13 pxfr =TB320,prod,https://tty1b.com/portal/TB320,cache, s1, 7,16, 0,0,3h,13pxfr = TB300,prod,https://tty1b.com/portal/TB300,cache, s1, 7,16,0,0,3h,13 pxfr = TB100,prod,https://tty1b.com/portal/TB100,cache, s1,7,16, 0,0,3h,13 pxfr = TSTM,prod,https://tty1b.com/portal/TSTM,cache,s1, 6,15, 0,0,3h,13 pxfr =ICING,prod,https://tty1b.com/portal/ICING,cache, s1, 7,16, 0,0,3h,13pxfr = RadAJRB,prod,https://tty1b.com/portal/radar/AJRB,cache, s0,5,13,15,0,5m,0 pxfr =RadHGRB,prod,https://tty1b.com/portal/radar/HGRB,cache, s0,5,13,15,0,5m,0 pxfr =RadJPRB,prod,https://tty1b.com/portal/radar/JPRB,cache, s0,5,13,15,0,5m,0 pxfr =RadUSRA,prod,https://tty1b.com/portal/radar/USRA,cache, s0,5,13,15,0,5m,0 pxfr = GFS150,prod,https://tty1b.com/portal/gfs,cache,s3,5,14, 0,0,6h,5 pxfr = GFS200,prod,https://tty1b.com/portal/gfs,cache,s3,5,14, 0,0,6h,5 pxfr = GFS250,prod,https://tty1b.com/portal/gfs,cache,s3,5,14, 0,0,6h,5 pxfr = GFS300,prod,https://tty1b.com/portal/gfs,cache,s3,5,14, 0,0,6h,5 pxfr = GFS350,prod,https://tty1b.com/portal/gfs,cache,s3,5,14, 0,0,6h,5 pxfr = GFS400,prod,https://tty1b.com/portal/gfs,cache,s3,5,14, 0,0,6h,5 pxfr = GFS450,prod,https://tty1b.com/portal/gfs,cache,s3,5,14, 0,0,6h,5 pxfr = GFS500,prod,https://tty1b.com/portal/gfs,cache,s3,5,14, 0,0,6h,5 pxfr = GFS700,prod,https://tty1b.com/portal/gfs,cache,s3,5,14, 0,0,6h,5 pxfr = GFS850,prod,https://tty1b.com/portal/gfs,cache,s3,5,14, 0,0,6h,5 pxfr =GFS1000,prod,https://tty1b.com/portal/gfs,cache, s3,5,14, 0,0,6h,5#class = adhoc pxfr = File,adhoc,outgoing,C:\EFB\flightplans

On startup, the specified items should be derived from EFBconfig.xml.Therefore, EFBconfig.xml will take precedence.

Ad Hoc UI

FIG. 18 is a representation of an ad hoc UI, showing “ad hoc” filesdownloaded from the server Dispatch Operations server in a file transferoperation. Downloaded files include flight plans (*.txt files) andKML/KMZ. The flight plan can be viewed in a document viewer of the WebUIof the CID.

Ad hoc files are downloaded to the EFB from the data program productsserver using the manifest and normal gopher file transmission. Thesefiles are identified with a localsync and are transmitted only once.

Select a flight plan and click the Open File button. The contents ofthis txt file will be shown in the doc reader (a web UI)

2D displays for situation awareness (background para) a description ofthe general technology available to dispatchers and pilots, usingexisting technology and how it has evolved.

4-dimensional Weather Cube plans, and need for 4-dimensional tools(background para) trends and emerging technology and data that must beaccommodated in the near future.

Air-to-Air Communication

The ability of disclosed technology to facilitate communication aseither text or other data allows transmission of this data to otheraircraft. This can be either through dispatch or directly. Theair-to-air communication (either direct of through dispatch) can beprovided as text, attachments or a combination of text and attachments.Messages (text) and attachments (files) are exchanged only through theserver, and the items exchanged are recorded for analysis and forensicpurposes.

While composite radar coverage may be obtained from a ground station(e.g., dispatch), there may be cases in which multiple aircraftstaggered along a common flight path may benefit from communicatingindications specific to the flight path, such as radar returns, changesin flight status, encountered meteorological conditions and other data.

4-Dimensional Display

FIGS. 19A-19C are three frames of the dynamic rendering, it beingunderstood that these figures represent three separate frames of thedynamic display. The time period of FIGS. 19A-19C is approximately 3hours, as compared to the total flight duration of about 10 hours. FIG.19A is a rendering at 9 Dec. 2015, 0220 UTC, approaching a firstpotential transported turbulence prediction intersection. FIG. 19B is arendering at 0347 UTC, approaching a second potential transportedturbulence prediction intersection. FIG. 19C is a rendering at 0514 UTC,after transit across the two transported turbulence predictionintersections. These figures represent three separate frames of thedynamic display, providing a visualization of the relevant aspects ofthe predicted transported meteorological disturbance trajectories. Thesevisualizations provide warnings for the flight crew of the predictedmeteorological disturbances. The depicted display is given by way ofnon-limiting example, as it is expected that there will be variousimplementations of the disclosed technology.

The three frames of FIGS. 19A-19C present an overlay using a GoogleEarth™ (GE) geobrowser “animation” showing approximate location oftransported turbulence prediction region as a function of time andflight levels. The colored dots show hour-by-hour forecast locations ofpossible turbulence at Flight Levels 400 (green) 380 (blue) and 360(red). Red circles with white arrows show intersections between flighttracks and concurrent transported turbulence prediction positions. The4-dimensional Flight Track for HA451 is shown in light blue 1911,although some mental adjustment is needed in this case since the flightwas running about 30 minutes late.

Drawing Controls

FIG. 20 is a representation of a “Draw UI”. The “Draw UI” is openedusing a “Draw” function when displaying the GEO browser. A full range ofinteractive graphics commands are provided, which use the KML Engine toprovide all graphics as Open OGC KML objects. The “Draw UI” data can betransferred to Dispatch Operations without transferring the GEO browserdisplay.

Drawing controls are implemented by:

-   -   1 Click Draw button in Primary UI to access the Draw UI. The GEO        is frozen and cannot move.    -   2 Using default “free hand”, use cursor (or finger in touch        system) to draw a line on GEO surface.    -   3 Click Clear to exit Draw without saving edits to KML.    -   4 Click Exit to commit Draw objects and save edits to KML. These        Draw objects will be loaded as “WxOps Overlay” in the Places        column of the Layers Panel. Verify that file “WxOps_Overlay.kml”        is written to the user's OpsTablet working directory.

KML Production

A KML Production engine is included in the EFB, and is used to create

-   -   1. wxops_portal.kml (animated layers)    -   2. wxops_overlay.kml (draw objects)    -   3. NOMADS (wind barb stack)    -   4. WxAzygy® Flight Tracks    -   5. Flight Tracks generated from Flight Plans (provided by Flight        Monitor)    -   6. wxops_timespan.kml (for animation control)    -   7. other

Features of the Common Operating Environment:

Various 2d charts (situation wall displays) are combined into onevisualization. This improves comprehension of cross-factors and reducesuser errors of interpolation.

The 4 dimensional structure is modelled and represented as it is(distortions are allowed as long as applied to all componentsidentically)—this is not just “2 dimensions draped on a 3 dimensionalworld”. Analysis tools and derived program products are provided forreal time interaction with the 4 dimensional virtual globe environment.4-dimensional operations are available for display on the EFB. By way ofnon-limiting example, the 4-dimensional operations may includemeteorological conditions, in which case a 4-dimensional depiction of WXoperations are available for display on the EFB.

The EFB may have the following capabilities:

Software Item Features:

-   -   Touch UI when available and/or support for Mouse if available.    -   Version 1.0 functions adapted specifically for Google Earth™        Pro.    -   Uses COM API for Google Earth™ on Windows dotNet.    -   Intuitive layout designed in coordination with inputs by airline        personnel.    -   Software is configurable without modification using parameters        in file “config.ini”.    -   The EFB monitors and reports health and state of geobrowser        application.    -   Displays and updates current time in [hh:mm:ss UTC].    -   Provides access controls to navigation panel (NAV), compact        animation widget (ANI), draw/edit panel (DRAW), and        administrative panel (SEND).    -   Names and colors of Primary UI buttons can be defined through        “config.ini” parameters.    -   Location, names and colors of Animation UI (SI-2) can be defined        by “config.ini” parameters.    -   Animation UI Tables can be defined by “config.ini” parameters,        including Table names and animation parameter content.    -   Visibility panel (SI-3) appears across top of the geobrowser        Render Window.    -   Location, names and colors of Visibility UI (SI-3) can be        defined by “config.ini” parameters.    -   Operation of Data Acquisition Management (SI-4) can be defined        by “config.ini” parameters.    -   Configurable SI-4 parameters will include filters for program        product regions and priority.    -   Static images used in creation of KML graphics (SI-5) can be        defined by “config.ini” parameters.    -   Miscellaneous data used by program product generation UI and        algorithms (SI-6) can be defined by “config.ini” parameters.

Animation Widget (ANI) Functions:

-   -   Small and Compact Animation Widget (ANI) is same size as native        geobrowser “time slider”.    -   ANI overlays the geobrowser's native “time slider”.    -   ANI can be moved by dragging to another location, which reveals        the “time slider”.    -   ANI controls animation time boundaries regardless of layer        visibilities and time spans.    -   ANI allows adjustment of animation rate [frames per second].    -   ANI allows adjustment of animation time step [valid time between        frames].    -   ANI allows user to select forward and reverse animation        direction.    -   ANI allows user to set the time interval that is visible in one        frame.    -   ANI allows user to adjust the amount of time a sequence will        pause at end of animation.    -   ANI provides a named file LIST, which files contain sufficient        definitions for animation parameters.    -   ANI allows user to toggle Play/Pause for any loaded animation        sequence.    -   ANI allows user to step forward and reverse one frame at a time.    -   ANI runs animation from a table which defines and time and        timespan for each frame.    -   Users can Show/Hide the additional functions by one touch in the        ANI UI.    -   The most common ANI functions are provided in a line of controls        below the ANI slider.    -   Detailed (less common) ANI functions are accessible through pull        down panels.    -   A pull-down panel is provided for user definition of Time Span.    -   A pull-down panel is provided for user definition of ANI Tables        referenced by the LIST function.    -   A pull-down panel if provided for user definition of time units,        including sec, min, hour, and day.    -   A sliding Time Notification Bar is visible on the ANI Slider to        indicate the time currently being displayed (not to be confused        with current time displayed in the Primary UI).

Visibility Control (VIS) Functions:

-   -   VIS provides touch visibility ON/OFF for selected layers in        Sidebar.    -   VIS allows users to Show/Hide the geobrowser Sidebar.    -   VIS provides access to a touch friendly version of the        geobrowser Sidebar.    -   VIS provides for deletion of a KML loaded to the temporary        places database.    -   VIS provides a drop down panel with list of layers under each        Layer heading.    -   VIS allows users to move and remember the location of each drop        down layer panel.    -   VIS spreads a drop down layers list horizontally when moved to        bottom of Render Window.

Data Acquisition (DAM) Functions

-   -   DAM detects and connects automatically to EFB data services when        a communication channel is available.    -   DAM downloads EFB data (KML and data sets) to local archive in        background without user interaction.    -   Locally archived program products remain available in local        cache when internet connection is lost.    -   DAM detects and loads KML from external sources when connected        by Internet.    -   DAM detects and loads KML from email upon notification of        arrival.    -   “Pualani” logo is shown in color when connected, and is shown in        Black & White when not connected.    -   DAM automatically kicks off processing tasks when a targeted        data file arrives.    -   DAM receives data files (such as GFS model grids) which are used        to produce KML program products.    -   Program products are downloaded in order of priority based on        product identifier, program product location, and/or program        product time.    -   Program product download priority can be defined by parameters        in “config.ini”.    -   DAM will be able to identify when connection is provided through        ground ISP.    -   DAM will be able to identify when connection is provided through        Satellite Communications.    -   Access to DAM controls is provided through the SEND button in        the primary UI.    -   Administrative controls are provided to monitor DAM status and        health.    -   Administrative controls are provided to repair and/or restart        the DAM process.    -   Controls are provided for automatic and/or manual purge of local        Cache.    -   Selected program product transmissions can be blocked in order        to conserve communication channel bandwidth.    -   Communication bandwidth size and rate metrics are saved for        airline analysis of EFB operations (Bandwidth Metering).    -   DAM will support bi-directional single and batch        requests/responses between the EFB and the airline flight        planning system (flight plan format).    -   DAM will turn off the Google Earth™ Primary Database when        operating remotely to prevent background refreshing of large        data files through Satellite communications.    -   DAM will provide a local map KML in lieu of the geobrowser's        Primary Database.

Drawing and Capture (DRAW) Functions

-   -   DRAW supports user creation of KML for icons (Image Markers        and/or Text), Lines and Polygons.    -   DRAW supports user creation of multi-segment paths following        Great Circles (Lines) between WayPoints (Icons).    -   DRAW supports user creation of regional polygons with Great        Circle radius.    -   DRAW supports single-click capture of geobrowser screen as image        file, and copy to Clipboard.    -   DRAW supports user definition for altitude in feet or meters in        KML for icons (Image Markers and/or Text), Lines and Polygons.    -   DRAW provides capability for user to measure distance along a        Great Circle.    -   DRAW provides capability for user to measure distance along a        segmented track of Great Circles connected at Waypoints.    -   DRAW allows user selection of units for measure in English        (miles, feet) or Metric (km, meters).    -   DRAW provides user controls for manipulation of KML graphic        object color and size.    -   DRAW provides capability for user to draw and measure along        arbitrary surfaces defined by KML objects, including lines,        polygons and triangulated layers.    -   DRAW generates flight track KML from user “click” or entry of        waypoint information.    -   Flight Track lines will have a smooth transition when crossing        the International Date Line.    -   An altitude widget will be provided for user to specify altitude        when drawing graphic objects.    -   Access to DRAW controls is provided through the DRAW button in        the primary UI.    -   DRAW will support graphic production on arbitrary COLLADA        surfaces (U.S. Pat. No. 8,392,853).    -   DRAW will support length measurements along arbitrary COLLADA        surfaces (U.S. Pat. No. 8,392,853).    -   DRAW will allow user to select an arbitrary COLLADA surface for        drawing or measuring.

KML Program Production (KMX) Functions

-   -   KMX will convert all drawing objects to KML or KMZ for local        storage or dissemination.    -   KMX will create wind barbs and temperatures from gridded GFS        model data (gridded data as acquired from EFB data services),        global at 5 degree spatial resolution.    -   KMX will create wind speed and direction from gridded GFS model        data (gridded data as acquired from EFB data services), global        at 1 degree spatial resolution.    -   KMX will create flight plan documentation and KML (flight track)        from user entered or received information.    -   KMX will create completed KML or KMZ program products from        partial components received via DAM with sufficient information        to define the KML program product.    -   KMX will receive flight plan data, create flight plan program        products for, and derive flight plan program products from the        Flight Monitor Tool (FMT), Flight Cartography Tool (FCT) and        Flight Parameter Tool (FPT) of the airline flight planning        system (flight plan format).

Software Load and Update Functions

-   -   Flight Data Services will provide “one button click” methods for        initial software installation or update.    -   The EFB software will be available from online source when        connected to internet, through portal, or alternate site        provided by the airline.    -   The EFB software will be loadable from a single file (e.g.,        email or USB drive).    -   The EFB software load procedures will be similar for Dispatch        Operations (Desktops and Laptops) and EFB Tablets.    -   The EFB software will be capable of distribution through service        provided by the airline (e.g., Hawaiian Airlines AirWatch®), or        as directed.

A gopher routine is adapted to transfer documents using a similarmanifest managed by airline technical publications personnel. The EFBsoftware will be updated to accommodate the additional DocumentManagement functions. The requirement for document receipts is alreadysupported by the “Sync” as post data in the EFB.

Content viewer shall be comprised of single and separate PDF viewer, XMLviewer, HTML browser (HTML 5 capable). Cross links shall be availablewithin from PDF, HTML, HTML5, and XML. Table of contents shall allowlinks to other (separate) files which encapsulates the complete manual.User interface (UI) shall be independent of Content Management programproduct.

MCM Admin capabilities shall include the ability to create user profiles(by groups) and assign access to content based upon the user profile.(Flight Data Services)

The EFB has ability to create “web page like user interface” or shortcut (icon) in order for the end user to access appropriate deviceapplications, documents, and advisories.

Pilots and Dispatchers have the ability to “Push” notifications to alertusers of urgent information.

The EFB has the ability to create separate workflows to circulatecontent and receive confirmation of receipt (end user acknowledgementthat information is received). (Flight Data Services)

Optional: Ability to use splash screen to restrict user access to anydocuments or applications until they confirm reading important companynotices.

Within the Content Repository; Ability to create and addfolders/subfolders within Content Repository. Ability to upload any formof content with exception of executables. Ability to upload entirefolders to the content repository in single action as opposed tocopy/save individual files or manuals. (Flight Data Services)

Content repository Document check-in with version control enabled.(Flight Data Services)

Ability to enable/disable Content printing capabilities. (Flight DataServices)

Ability to “stage” content such that new weather and document content isenabled on set date/time (GMT) and older content is expired andautomatically removed or disabled (no longer visible to device user).(Flight Data Services)

Ability to “Push” (Auto-download) content to device without userintervention. When this is done an indicator is created on the device toindicate new/revised content. Ability to display Splash screens ondevice alerting users of new/revised content. (Flight Data Services)

Download start/stop/resume capability shall be enabled.

Ability to upload/download documents via any wireless or AircraftInterface Devices (AID). Ability to access data online or offline.(Flight Data Services)

Ability for Repository files to link PDF to PDF or HTML to PDF. (FlightData Services)

Allow third party applications to access data downloaded to user'sdevice.

The ability to combine updates with flight plan data provides severalfunctions that allow review of cockpit and controller (includingdispatch) procedures. The actual events involving an aircraft and itsflight history can be recreated, using the actual flight historyobtained through the synchronization of the operating plan. This allowsre-construction of events in order to train controllers. There-construction of events also provides an ability to analyze the actualflight to determine events and circumstances of flight. This is usefulfor determining the circumstances of an adverse event, and makes itpossible to track missing aircraft in hindsight.

The controller facility or dispatch controller facility is thereby ableto recreate a facsimile of the in-vehicle display provides a capabilityof analyzing events using the stored data. Previous operational plansstored with dispatch or another control facility permit a controller toperform forensic or analytical investigations or analysis based on theinformation previously stored, as updated by the updates.

Functionality

The disclosed technology provides an integrated system comprising dataacquisition and program product generators, data communication portals,monitoring utilities, and various general purpose computer platforms,for the generation, transmission, acquisition, storage, display andmanipulation of data and documents to support mobile transportationoperations and logistics using an EFB.

The EFB may use hand-held tablets (PID), mounted cockpit tablets (CID),and desktop or laptop computers for Dispatcher and related applications.The system may use operations and logistics layers, such as geographicand operational boundaries, navigational charts, and aircraft positionsfor an entire fleet. Dispatcher layers can be provided, such ashand-drawn alerts and notations, or ancillary program products deliveredthrough digital media including email to specific EFB platforms.Aviation hazard layers including latest information for significantweather (SIGMETS), lightning, radar, satellite imagery, convectiveSIGMETS, PIREPS, tropical cyclone predictions, and other meteorologicaldata. Animated layers may prove 4-dimensional displays and predictions,including predictions for significant weather, lightning, radar,satellite imagery, model-based predictions of convection, icing,turbulence and winds at selected altitudes, and flight plans forselected aircraft. The data communication methods can comprise a normal“always on” bi-directional internet connectivity using cost constrainedhigh bandwidth communication channels, and a “send once” communicationsprotocol for intermittent or high cost bi-directional connectivity whichallows continued and sustained operations when communicationsconnectivity is lost or degraded. Additional data compression whichreduces bandwidth and therefore overall costs of data transmission foreach program product item transmitted.

Monitoring utilities can comprise reporting of aircraft (vessel, groundvehicle, ship or rail) position (such as GPS coordinates) and flightdeck data as allowed by regulations. Additionally, status and health ofcomputer platforms and currency (age) of data program products andmanaged documents can be monitored. Monitoring may include monitoring ofcommunications channel statistics or each computer platform includingbandwidth consumption and transmission latency.

The computer platforms may comprise desktop systems for full dispatcheroperations while connected to low cost high-bandwidth internet, portabletablet devices for pilot ground operations while connected to internet(PID), and dedicated cockpit devices for flight operations withpotentially intermittent connection to internet when connected bysatellite or radio (CID).

The common operating environment (COE) uses a virtual globe orgeobrowser technology, which can be implemented on the computeplatforms. The implementation enables the use of a combination ofmultiple disparate data program products and visualizations into oneCommon Operating Environment such as a 4-dimensional virtual globevisualization. This improves comprehension of cross-factors and reducesuser errors of spatial and temporal interpolation. This allows modelingand representation of the 4 dimensional structure of atmospheric andenvironmental conditions and hazards as would be encountered in the real4 dimensional world and represented “as it is”, and where spatial andtemporal distortions are allowed as long as these are applied to allcomponents identically. This further allows all users of the integratedsystem to have access to the same data at the same time. The technologyprovide still or animated graphical depiction of a vehicle's current orprojected position, fuel, route, waypoints, destination and alternates,and can provide Estimated Time of Arrival (ETA), Estimated Fuel atArrival (EFA) and weather predictions at each way point.

The disclosed technology provides a human factors method to visualizeinformation in the time dimension (4-dimensional) and to compensate forvaried valid times in different data program products. This provides aglobal begin and end timespan for animation may be set or adjusted basedupon selection of a 4-dimensional program product layer (ANI).

The disclosed technology supports great circles on a visualization of aglobe surface, down-range and up-range path distance measuring above andbelow the surface of a 4-dimensional virtual globe or geobrowser, andinteractive creation or editing of a flight plan. Interactive flightplans may be submitted to an external Flight Monitor service forcreation or modification of approved flight plans. The technology allowsanalysis and creation or editing of derived program products for realtime interaction with the 4-dimensional virtual globe or geobrowserenvironment (DRAW), comprising freehand lines, cardinal pointsconstrained lines and polygons, and icons with or without text, polygonsand contours with spline smoothing, fronts and 3-dimensional symbols,and editing of DRAW objects, such as definition of object altitude andtimespan for animation.

The disclosed technology provides a centralized data sever and portalfor acquisition of operational and environmental data from aircraftpilots, dissemination of current and archived data program products anddocuments to all COE platforms as needed, and monitoring of status andhealth of system, subsystems and individual COE platforms.

CONCLUSION

It will be understood that many additional changes in the details,materials, steps and arrangement of parts, which have been hereindescribed and illustrated to explain the nature of the subject matter,may be made by those skilled in the art within the principle and scopeof the invention as expressed in the appended claims.

While the examples given are applicable for airline flight operations,the disclosed techniques can be used for other forms of vehicleoperations in which control or dispatch from a remote location is used.This may apply to other activities for aviation and aerospaceoperations, as well as operations of other types of vehicles such astrucks, boats, rail and other dispatch-controlled vehicles.

The description of “dispatch” may be applied to other controllers orforms of control, such as aircraft controllers and operations controlcenters.

What is claimed is:
 1. A common operating environment (COE) displaysystem for vehicle operations providing coordination of logisticsinformation among transportation elements used to support mobiletransportation operations and logistics, the COE comprising: anoperational plan store for storing data for a vehicle operational plansuch as a flight plan or other operational data describing vehicledeployment; a map visualization system storing and displaying avisualization of a map region; an in-vehicle display: depicting theoperational plan, providing displays of current and projectedoperational conditions of the vehicle and its environment withindifferent time phases of the operational plan, wherein the in-vehicledisplay comprises a map visualization output providing saidvisualization of the map region, and generating and displaying a mappedrepresentation of the operational plan and logistics on thevisualization of the map; a synchronization module comprising a datacommunication portal, the synchronization module providing and receivingupdates of the operational plan, whereby the updates provide changeddata to the operational plan thereby allowing synchronization of theoperational plan with a remotely located control facility; and anoperational plan modification module generating a new or modifiedoperational plan or modifying the stored data for the vehicleoperational plan, whereby the synchronization module provides the new ormodified operational plan or modifications of the stored data to theremotely located control facility, permitting review of the new ormodified operational plan; and a utility to allow an operator of thein-vehicle display to forward communication of text or other data allowstransmission to other vehicles by transmitting the data to the remotelylocated control facility, the forwarded communication selectivelycomprising text, attachments or a combination of text and attachments.2. The COE display system of claim 1, further comprising: a dataacquisition generator; and a data monitoring module and monitoringutility, providing generation, transmission, acquisition, storage,display and manipulation of data and documents to support mobiletransportation operations and logistics comprising the operational planand map visualization suitable for display on a cockpit interactivedevice (CID) or personal interactive device (PID) using a hand-heldtablet or laptop computer or a mounted cockpit tablet.
 3. The COEdisplay system of claim 2, wherein the monitoring utility comprises: aposition reporting function; a vehicle operational status monitoringfunction; a data status and health monitoring function providing dataand status monitoring of computer platforms and currency (age) of dataand managed documents; and a communications channel statistics functionfor the computer platform providing information on bandwidth consumptionand transmission latency.
 4. The COE display system of claim 1, whereinthe operational plan store and map visualization system furthercomprise: operations and logistics layers (OPS) comprising geographicand operational boundaries, navigational charts, vehicle supportinformation, and vehicle positions for plural vehicles within a fleet;dispatcher layers (DSP) comprising hand-drawn alerts and notations andancillary information, comprising email and email attachments to thespecific COE display system; hazard layers (HAZ), comprising informationfor weather, airport and ATC information obtained from company andgovernment reporting and prediction sources; and animated layers(4-dimensional layers), comprising predictions or observations for thehazard layers, permitting time adjustment of the predictions inassociation with the displays of current and projected operationalconditions as modified by operator adjustments in the vehicleoperational plan.
 5. The COE display system of claim 1, wherein a datacommunication portal comprises: normal “always on” bi-directionalnetwork connectivity using at least one cost constrained high bandwidthcommunication channel; and “send once” communications protocolconnectivity using intermittent or high cost bi-directional connectivitywhich allows continued and sustained operations during loss ofcommunications for normal “always on” connectivity, whereby theforwarded communication of text or other data implements communicationaccording to the normal “always on” bi-directional network connectivityor the “send once” communication protocol connectivity according to theavailability of normal “always on” connectivity.
 6. The COE displaysystem of claim 1, further comprising: the visualization of the mapregion provided by a virtual globe or geobrowser providing: multipledisparate data program products and visualizations integrated into a4-dimensional virtual globe visualization providing an integration ofdisplay to reduce a need for operator spatial and temporalinterpolation; and modeling and representation of the 4-dimensionalinformation to depict atmospheric and environmental conditions andhazards as would be encountered along the different time phases of theoperational plan, while allowing spatial and temporal distortions (e.g.,altitude) in a manner applied to all components substantiallyidentically.
 7. The COE display system of claim 1, further comprising:animation tools providing a human factors method to visualizeinformation in a time dimension and to compensate for varied valid timesfrom different time estimations; and the animation tools providing anability to set or adjust global begin and end timespan for animation. 8.The COE display system of claim 1, further comprising: the in-vehicledisplay using the visualization of the map region to selectively providestill or animated graphical depictions of the vehicle's current orprojected position, fuel, route, waypoints, destination and alternates,estimated time of arrival (ETA), estimated fuel at arrival (EFA) andweather predictions at each way point.
 9. The COE display system ofclaim 1, further comprising: enabling graphic analysis, and creation orediting for real time interaction with a 4-dimensional visualization ofthe map region, the graphic generation tools comprising a capability ofrendering, on the visualization of the map region: freehand lines,cardinal points constrained lines and polygons, and icons with orwithout text, polygons and contours with spline smoothing, fronts and3-dimensional symbols, editing of objects, including definition ofobject altitude and timespan for animation, and support for renderingthe graphic generation along great circles on the globe, down-range andup-range path distance measuring above and below the surface of a4-dimensional virtual globe, and interactive creation or editing of theflight plan or other operational data describing vehicle deployment, thegraphic generation tools permitting the submission of the created oredited graphic analysis as at least a portion of the generated amodified operational plan.
 10. The COE display system of claim 1,further comprising: logistics support, wherein the synchronizationprovides data used to maintain and report status of documents andmanuals required for flight operations; the in-vehicle display comprisesa quick look panel to support rapid “go/no go” decision for flightreadiness; and wherein manual remediation as initiated by the user canrepair the “no go” status for individual documents or data.
 11. A systemfor vehicle operational management comprising: a common operatingenvironment (COE) display system for vehicle operations providingcoordination of logistics information among transportation elements usedto support mobile transportation operations and logistics, the COEcomprising: an operational plan store for storing data for a vehicleoperational plan such as a flight plan or other operational datadescribing vehicle deployment; a map visualization system storing anddisplaying a visualization of a map region; an in-vehicle display:depicting the operational plan, providing displays of current andprojected operational conditions of the vehicle and its environmentwithin different time phases of the operational plan, wherein thein-vehicle display comprises a map visualization output providing saidvisualization of the map region, and generating and displaying a mappedrepresentation of the operational plan and logistics on thevisualization of the map; a synchronization module comprising a datacommunication portal, the synchronization module providing and receivingupdates of the operational plan, whereby the updates provide changeddata to the operational plan thereby allowing synchronization of theoperational plan with a remotely located control facility; anoperational plan modification module generating a new or modifiedoperational plan or modifying the stored data for the vehicleoperational plan, whereby the synchronization module provides the new ormodified operational plan or modifications of the stored data to theremotely located control facility, permitting review of the new ormodified operational plan; and a utility to allow an operator of thein-vehicle display to forward communication of text or other data allowstransmission to other vehicles by transmitting the data to the remotelylocated control facility, the forwarded communication selectivelycomprising text, attachments or a combination of text and attachments;and a dispatcher operation display system: communicating with the COEdisplay system with potentially intermittent connection to internet whenconnected by satellite or radio to a cockpit interactive device (CID) ora personal interactive device (PID), with a capability of effectingcommunication using the normal “always on” bi-directional networkconnectivity and the “send once” communications protocol connectivity,and further maintaining data providing communications channel statisticsfor the dispatcher operation display system comprising bandwidthconsumption and transmission latency.
 12. A system for vehicleoperational management comprising: a common operating environment (COE)display system for vehicle operations providing coordination oflogistics information among transportation elements used to supportmobile transportation operations and logistics, the COE comprising: anoperational plan store for storing data for a vehicle operational plansuch as a flight plan or other operational data describing vehicledeployment; a map visualization system storing and displaying avisualization of a map region; an in-vehicle display; depicting theoperational plan, providing displays of current and projectedoperational conditions of the vehicle and its environment withindifferent time phases of the operational plan, wherein the in-vehicledisplay comprises a map visualization output providing saidvisualization of the map region, and generating and displaying a mappedrepresentation of the operational plan and logistics on thevisualization of the map; a synchronization module comprising a datacommunication portal, the synchronization module providing and receivingupdates of the operational plan, whereby the updates provide changeddata to the operational plan thereby allowing synchronization of theoperational plan with a remotely located control facility; anoperational plan modification module generating a new or modifiedoperational plan or modifying the stored data for the vehicleoperational plan, whereby the synchronization module provides the new ormodified operational plan or modifications of the stored data to theremotely located control facility, permitting review of the new ormodified operational plan; and a utility to allow an operator of thein-vehicle display to forward communication of text or other data allowstransmission to other vehicles by transmitting the data to the remotelylocated control facility, the forwarded communication selectivelycomprising text, attachments or a combination of text and attachments;and a centralized data server and portal for: acquisition of operationaland environmental data from vehicles and vehicle operators,dissemination of current and archived data program products anddocuments to all COE platforms as needed, and monitoring of status andhealth of system, subsystems and individual COE platforms, wherein thecentralized data server and portal synchronizes each of at least asubset of the COE display systems with the centralized data server. 13.The system of claim 12, further comprising the data server transmittingand receiving communication of data during regular synchronization, thedata comprising: operational logistics data obtained from flight decksystems; on board radar data; the data server: acquiring data fromindividual operational platforms, and returning composite data programproducts for dissemination to the COE display systems, the datacomprising: airborne radar composite created from multiple aircraft;meteorological information derived from flight deck data includingwinds, turbulence, and other meteorological information; and adjustmentsto flight hazard transport trajectory predictions for flight pathintersection with tracers and plumes undergoing long-range atmospherictransport.
 14. A common operating environment (COE) display system for acontroller providing a controller or dispatcher function at a vehicleoperations controller facility or dispatch controller facility, and tosupport mobile transportation operations and logistics providingcoordination of logistics information among transportation elements, theCOE comprising: a data communication portal connecting to at least one ahigh bandwidth communication channel and a communication channel, thedata communication portal using communication protocol connectivityusing intermittent or high cost bi-directional connectivity forcommunicating with at least one vehicle display unit located in orpositionable in a vehicle; an operational plan store for storing datafor receiving at least one vehicle operational plan such as a flightplan or other operational plan describing vehicle deployment; a mapvisualization system displayed on a controller display and storing anddisplaying a visualization of one or more map regions corresponding tomap regions displayed on display systems in the vehicles; the controllerdisplay: depicting the operational plan, and providing displays ofcurrent and projected operational conditions of the vehicle withindifferent time phases of the operational plan, wherein the controllerdisplay comprises a map visualization output: providing saidvisualization of the map region, and generating and displaying a mappedrepresentation of the operational plan and logistics on thevisualization of the map a synchronization module comprising the datacommunication portal, the synchronization module providing and receivingupdates of the operational plan by exchanging update data with thevehicle display units, whereby the updates provide changed data to theoperational plan, thereby allowing synchronization of the operationalplan with the vehicle display units and enabling the vehicle operationscontroller facility or dispatch controller facility to recreate afacsimile of the in-vehicle display an operational plan modificationmodule receiving and generating a new or modified operational plan, orreceiving and generating modifications of the stored data for thevehicle operational plan, whereby the synchronization module providesthe modified operational plan or modifications of the stored data to theremotely located control facility, permitting review of the modifiedoperational plan; and a utility to forward communication of text orother data allows transmission between vehicles by receiving the data atthe vehicle operations controller facility or dispatch controllerfacility, the forwarded communication selectively comprising text,attachments or a combination of text and attachments.
 15. An aviationflight planning system comprising a common operating environment (COE)display system for vehicle operations for displaying route or flightpaths on a 4-dimensional map visualization display, comprising: acoordinating computer located on board an aircraft receiving sensed datafrom sensing equipment on board the aircraft providing real time sensedinformation; an operational plan store for storing data for a vehicleoperational plan such as a flight plan or other operational plandescribing vehicle deployment communicatively connected to thecoordinating computer; an in-vehicle display: depicting the operationalplan, providing displays of current and projected operational conditionsof the vehicle within different time phases of the operational plan,wherein the in-vehicle display comprises a map visualization outputproviding said visualization of the map region, and generating anddisplaying a mapped representation of the operational plan on thevisualization of the map; a synchronization module comprising a datacommunication portal, the synchronization module: providing andreceiving updates of the operational plan, thereby allowingsynchronization of the operational plan with a remotely located controlfacility the in-vehicle display proving a visualization systemconfigured to: acquire at least one route or flight track as a focusobject, acquire at least one predicted object or occurrence as apredicted focus object, use focus object information to display at leasta plurality of the focus objects, subdivide each focus object into aplurality of object components, use a transparent interface to calculatecoordinates of components of the focus object in a coordinate system ofthe visualization system, said focus object mutually shared by thevisualization system and the interface, receive coordinates of a pointof interest (POI) used in a projection of the visualization system, andproject the POI in a selected point of view (POV) using the calculatedcoordinates and the received coordinates of the POI in the projection ofthe visualization system of N dimensional features in the visualization,independent of user point of view and time-adjusted according to currentand predicted flight status along the flight track and adjusted by time;and a communication module to allow an operator of the in-vehicledisplay to forward communication of text or other data allowstransmission to other vehicles by transmitting the data to the remotelylocated control facility, the forwarded communication selectivelycomprising text, attachments or a combination of text and attachments.16. The aviation flight planning system according to claim 15, wherein:the visualization system presents information about the focus objectswith or without user interaction; and the visualization system: displaysthe relevant aspects of the predicted focus object as an indication forthe flight crew without user interaction, and automatically generatesthe indication upon detection of an intersection of the flight trackwith the predicted focus object within a predetermined time period. 17.The aviation flight planning system according to claim 15, wherein: thetransmitted data received on board the aircraft comprises data selectedfrom the group selected from observations, modeling, source strength,time range of occurrence, and altitude for injection of hazardousmaterial or precursors, and the visualization system presentsinformation about the focus objects with or without user interaction.18. The aviation flight planning system according to claim 15, whereinthe data communication portal provides normal “always on” bi-directionalnetwork connectivity using at least one cost constrained high bandwidthcommunication channel; and wherein the data communication portalprovides “send once” communications protocol connectivity usingintermittent or high cost bi-directional connectivity which allowscontinued and sustained operations during loss of communications fornormal “always on” connectivity, whereby the “air-to-air” communicationimplements communication according to the normal “always on”bi-directional network connectivity or the “send once” communicationprotocol connectivity according to the availability of normal “alwayson” connectivity.
 19. The aviation flight planning system according toclaim 15, a transported meteorological disturbances model storeproviding the coordinating computer with data modelling transportedmeteorological disturbances, with the received transmitted data and thesensed data to: use the data modelling transported meteorologicaldisturbances to correlate the sensed data and received transmitted datato identify transported meteorological disturbances sourcecharacteristics, identify predicted transported meteorologicaldisturbances trajectories from source to intersection with a vehicle orflight path indicated by the flight plan in space and time andcommunicate relevant aspects of the predicted transported meteorologicaldisturbances trajectories, and display the route or flight path and therelevant aspects of the predicted transported meteorologicaldisturbances trajectories as warnings for the flight crew.